mtureport the magazine of the mtu and mtu onsite energy brands i rolls-royce power systems brands...

MTUreportThe magazine of the MTU and MTU Onsite Energy brands I Rolls-Royce Power Systems Brands Issue Winter 2014/15 I www.mtureport.com

The ‘U’ editionUnder the ground or under water, MTU engines go together well with the letter U

Greenhouse effectHere is always summer - even in winter

IcecrusherResearch vessel for the Arctic

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MTU Report is now available online

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The ‘U’ edition

Energy18 Unterweser unoccupied

A CHP module supplied by MTU Onsite Energy provides electricity and heat for the Unterweser nuclear power plant now that the plant is to be phased out.

Marine 24 Underwater

How does a submarine keep itself supplied with air? How long can it stay submerged? And what does a diesel engine for an underwater craft have to be capable of?

Mining30 Underground

Mining minerals 1,000 meters below ground is a constant fight against darkness, heat and dirt. MTU engines make sure that the machinery can keep going in those conditions.

Technology34 Universally unique

From an apparently universally employable Series 4000 to a customized one-off.

The ‘U’ pages38 Üp with umlauts

Umlauts are used as accents in many languages. But how do those two little dots influence English?

40 M and T go hunting for the elusive U A comic adventure involving the exploits of M, T and U.

41 Out of the oil pan

The year of M, T and U

MTU – a brand we are proud of. Built on the foundation of a company history going back more than 105 years, it has stood for the very best in drive systems for 45 years. What do we associate with those three small letters that have a very big reputation in the world of engines? The first two issues this year were all about the letters M and T. So now this is the 'U' edition.

Energy42 Greenhouse effect

In Heiko Hagdorn’s greenhouse it is summer all year round – thanks to a Combined Heat and Power module from MTU Onsite Energy.

46 Balancing actHow MTU genset operators can support the energy turnaround and earn money.

Marine48 Dream Boat

The new MTU Series 2000 yacht engine offers impressively low fuel consumption and snappy acceleration.

52 Ice crusher The American research ship can break ice of up to 75 cm thickness.

Apropos56 Afterthoughts

Things our editors have been especially impressed by.

Dear Readers,

As a product brand, MTU is now wholly owned by Rolls-Royce, which is another major development in our history. As Rolls-Royce Power Systems AG, we are part of a British technology group, and there is no doubt at all that this is a very big change. Nonetheless, I am convinced that we have a bright future ahead of us within this group. In Rolls-Royce, we have found a parent company that is a perfect fit for us. This statement might surprise you in view of our different product portfolios – after all, Rolls-Royce is primarily known as an aircraft engine manufacturer – but the 'Aero' division only accounts for some 60% of the company. The second major division, our division, is called 'Land and Sea'. In this division, Rolls-Royce brings together its marine, drive system and nuclear technology operations, which are now joined by our diesel and gas engines, propulsion systems and power generation plants. Our share is significant: we account for around 50% of 'Land and Sea' and nearly 20% of the entire group.

But what continues to unite us is our history. Rolls-Royce has its origins in the production of opulent motor cars and engines. For a time, our founder Karl Maybach also developed high-quality luxury limousines alongside engines. We also have in common that we are no longer involved today in the manufacture and sale of automobiles. The Rolls-Royce automotive division is part of BMW, while the Maybach brand belongs to the Daimler Group. One key aspect has remained, however: we both strive for top-class products. The Rolls-Royce motto is “Trusted to deliver excellence” – an axiom we are happy to associate ourselves with. Our clients too must be able to rely on the excellence of our products and services. I believe that regardless of the differences that may exist between us, that motto unites us.

This issue of MTU Report demonstrates once again exactly how excellent our products are. They function underwater and underground, as the reports on submarines and mining vehicles illustrate. The Unterweser nuclear power plant even relies on one of our Combined Heat and Power modules. Did you notice the number of words beginning with U in those last two sentences? Underwater, underground, Unterweser. It is not a coincidence: this issue is the last in the M-T-U trilogy. The first in the series was all about the letter M, and the summer edition focused on T. So now the trilogy concludes with the 'U' issue, and I hope you enjoy reading the many fascinating articles it contains that tell us more about our excellent products.

With kindest regards,

Ulrich Dohle

Dr Ulrich Dohle is Chairman of the Executive Board of Rolls-Royce Power Systems AG and Chairman of the Board of Management of MTU Friedrichshafen GmbH.

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In 2006 at the age of 14, Mario Götze (picture below, far right) won one of his very first major titles at the MTU Indoor Cup tournament. Eight years later, his goal against Argentina clinched the World Cup title for Germany.

MTU makes World Champions In Germany he is already a footballing legend at only 22 years of age. Mario Götze scored the winning goal in the 2014 World Cup final in Brazil to secure the world title for Germany. What a lot of people do not know is that he achieved one of his earliest major successes at the MTU Indoor Cup tournament at the young age of 14. Playing for the Youth C team of his then club, Borussia Dortmund, he helped them win the MTU-sponsored event, which is Europe’s most popular football tournament for under-15s. This year sees the competition being staged for the 12th time.

The story of the MTU Indoor Cup tournament began in 2003. In the early days, the trophy was contested mainly by clubs from southern Germany and its neighbours Austria and Switzerland. Today, youth teams from top European clubs such as Barcelona, Manchester United, Bayern Munich and Borussia Dortmund compete against each other on Lake Constance. And it is not only the young footballers who turn up in droves. Scouts from big professional clubs can be seen in Friedrichshafen in large numbers. That is because the MTU Indoor Cup is a showcase for upcoming footballing talent. Apart from Mario Götze, other present-day international stars to have graced the event include Thomas Müller, David Alaba, Julian Draxler and Marco Reus. And the special thing about the MTU Indoor Cup is that local teams are always represented and manage to achieve the odd minor or even major upset.

“It is impressive how the MTU Indoor Cup has developed in the past 13 years. We are proud to have been able to play our part as title sponsors in putting on such a fantastic tournament for the Friedrichshafen region,” says Alina Welsen, who as MTU sponsorship coordinator has helped organize the competition over the past seven years.

Raise the curtain, clear the tracksA big moment in Japan: Hitachi has put the first of three pre-series Hitachi Super Express trains on the tracks. The train rolled out of the Hitachi factory in Kasado, Japan, on 13 November. This is the first milestone since order placement in July 2012, when the British Ministry for Transport ordered 92 trains with about 600 cars from British consortium Agility Trains for its Intercity Express Programme (IEP). An order for an additional 30 trains followed in 2013, which brings the total number to 122 trains with 866 cars. The vehicles are destined for service on Britain’s two principal rail routes – the Great Western Main Line and the East Coast Main Line. The Agility Trains consortium is led by Hitachi Rail Europe and not only develops and builds the Hitachi Super Express but is to take on its servicing for 27.5 years. MTU will supply at least 252 PowerPacks®, each with 700 kW output to power the vehicles. At the heart of each drive unit is an MTU 12V Series 1600 R80L engine.

The Super Express vehicle family includes not only fully electric trains, but also what are known as bi-mode vehicles. These run either electrically using overhead lines or in diesel-electric mode on non-electrified rail track. The first train in this project to circulate is bimodal and is being initially tested in Japan along with two other pre-series models. At this stage, development engineers in Japan are testing the train set when stationary and at very low speeds. If they pass the tests, the first trains will be shipped to the city of Southampton in southern England, where the first train is scheduled to arrive in spring 2015. It will then be sent to Nottingham for further testing. Hitachi is planning series production of the train sets at its brand new factory in Newton Aycliffe in northwest England from 2016 on.

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Power5555PackSince 1996, MTU production staff have assembled 5,555 rail PowerPacks® based on Series 183, Series 1800 and Series 1600 engines. And that is just one of the milestones reached this year. “Very soon we will be up to 6,000, because the PowerPacks® for several current orders are still in the process of being produced and dispatched,” explains Aaron Haussmann, senior sales manager rail.

The PowerPack® success story started in 1996. The Talbot rolling stock works in Aachen wanted a compact traction unit for its new Talent VT 644 railcar. So MTU developed an underfloor traction module comprising engine, generator, cooling system, silencer and exhaust system. The railcar manufacturer was delighted and ordered 800 of the MTU PowerPacks® right away in 1997. MTU delivered the first of the PowerPacks® based on a V12 Series 183 engine with a mechanical output of 505 kW to Aachen in March 1998. Then at the Innotrans international railway show in 2002, MTU unveiled its new Euro 3 PowerPack® based on a Series 1800 engine. The new 6H 1800 unit delivered up to 330 kW and set new standards in environmental safety, engine technology and systems engineering. Over the succeeding years, the power output of the 6H Series 1800 unit was raised even further and now reaches 390 kW while still meeting the requirements of EU IIIB, the latest European emissions standard. 6H Series 1800 PowerPacks® from MTU have gradually replaced their successful 6R 183 predecessors. At Innotrans 2010, MTU showcased its latest design improvement: a Series 1600 rail PowerPack® delivering 565 to 700 kW. Today, MTU PowerPacks® can be found in railcars operating right across Europe. You can follow the trail from Germany via Italy to Serbia and Russia. In Japan, Hitachi is currently testing PowerPacks® for Britain's Intercity Express Programme (IEP), while Canadian railway passengers also travel in railcars driven by MTU PowerPacks®.

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In addition to the engine and power transmission, or generator for diesel-electric units, MTU PowerPacks® include all the components needed to drive the vehicle and to supply power to auxiliary systems.

Capacious catamaranShe is 70 meters long – which is equivalent tothe width of a football field. A fair old size for acatamaran intended for carrying drilling-rig workersand fitters to and from offshore platforms. The Muslim Magomayev is the largest highspeed crew tender in the world. The vessel is propelled by four 16-cylinder MTU Series 4000 engines each delivering 2,880 kW. She has a top speed of 40 knots (74 kph). “Such a speed is very impressive for a catamaran of that size and purpose,” says MTU project manager Matthew Reaume.

Built by Australian shipyard Incat Tasmania, the craftwas completed at the end of September 2014. Shethen headed out to sea, striking out from Tasmaniatowards India, through the Red Sea and the Bosporusand onto her destination, the Shah Deniz gas field. Itis the largest of Azerbaijan’s gas fields in the CaspianSea, with gas deposits below a sea bed that isbetween 50 and 600 meters from the surface. This iswhere the catamaran will be taking rig workers andcargo to the drilling platforms operated by CaspianMarine Service Ltd in Baku. Besides being able toaccommodate 150 passengers and 14 crew members,the craft can also carry up to 200 tonnes of freight.

The Muslim Magomayev is not only big. She is alsothe first ship of this type and size to be built to copewith sailing in wind speeds as high as 74 kph andwaves up to three meters. With a hull speciallydesigned for oceangoing conditions, the vesselremains on a remarkably even keel, even in heavyseas. For counterbalancing the action of the waveswhen manoeuvring alongside an offshore platform,she is also equipped with a special dynamicpositioning system as well as an access platform anda landing stage.

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At the end of August, Rolls-Royce announced completion of its acquisition of Rolls-Royce Power Systems (RRPS). Under the MTU brand, Rolls-Royce Power Systems markets large high-speed engines and propulsion systems. The product portfolio for distributed power generation, which is marketed under the MTU Onsite Energy brand, includes diesel gensets and Combined Heat and Power modules based on gas engines.

This statement followed the announcement on March 7 2014, that the Board of Management of Daimler AG had decided to exercise the put option relating to its 50% equity interest in RRPS. On 16 April 2014, Rolls-Royce and Daimler agreed on a fair market valuation of EUR 2.43 billion for the shareholding.

John Rishton, CEO of Rolls-Royce said: “We are pleased to welcome Rolls-Royce Power Systems fully into Rolls-Royce. This business adds scale and capability to our reciprocating engines portfolio. It has outstanding technology, operates in long-term growth markets and has proven a valuable addition to our Marine & Industrial Power Systems division.”

RRPS, which previously operated as Tognum AG, is a world leader in reciprocating engines, drive systems and distributed power generation systems. It is headquartered in Friedrichshafen in southern Germany and employs around 11,000 people.

Ulrich Dohle, CEO of Rolls-Royce Power Systems said: “With our well-known MTU high-speed engines, MTU Onsite Energy distributed power generation systems, Bergen medium-speed engines and L’Orange fuel-injection systems, we are proud to have become a full member of the Rolls-Royce family and look forward to contributing to its success.”

Daimler will remain an important partner in the development and supply of medium and heavy-duty diesel engines in the power range below 500 kW. MTU markets the off-highway versions of these truck-derivate engines to customers in the construction, industrial and agricultural markets.

MTU now 100% owned by Rolls-Royce

Rolls-Royce completed its acquisition of Rolls-Royce Power Systems, which previously operated as Tognum AG, on 26 August, 2014.

Pulling clean away with SCR

Sanmar chooses MTU

MTU and tugboat operator Fairplay Towage are to test an MTU diesel genset with SCR exhaust aftertreatment in a harbour tug to verify its compliance with the IMO Tier III emissions requirements applying from 2016. Nitrogen oxide (NOx) emissions will be 90% lower than with the IMO Tier I regulation introduced in 2000. “This is one of the world’s first tests of high-speed diesel engines equipped with SCR systems for meeting the NOx levels required by IMO Tier III,” said Dr Michael Haidinger, Chief Sales Officer of Rolls-Royce Power Systems. “We are proud to have this opportunity to demonstrate to our customers a cost-saving solution that has almost reached series maturity.”

The new Fairplay tug with a bollard pull of 90 tonnes is currently being built at Spanish shipyard Astilleros Armon and is scheduled to go into service in the Port of Rotterdam in 2015. MTU is supplying the two 16V Series 4000 M63L main propulsion engines, each delivering 2,000 kW, a 16-cylinder 4000 M23F diesel genset rated at 1,520 kW, and the SCR system. The tests on the Fairplay tug, which will run continuously for 10,000 hours, are designed to enable MTU to get ready for the series solution for IMO Tier III-compliant marine engines. As of 2016, newly built ships that operate in Emission Control Areas (ECA) in North American coastal waters and in the U.S. Caribbean will have to comply with the NOx limits specified in the Tier III emissions standards set out in the MARPOL Annex VI regulations of the International Maritime Organization.

At the beginning of next year, MTU engines are to go into service in two tugboats built by Turkish tugboat builder and operator Sanmar. The order from Sanmar covers four 16-cylinder Series 4000 M63L engines, each with an output of 2,240 kW, the MTU BlueVision ship automation system and all spare parts required for servicing in the first 5,000 operating hours. Other services are also covered by the contract.

Ali Gürün, who is heading the project at Sanmar, said: "We are looking forward to putting these two tugboats into service. They will be the first vessels in our fleet equipped with MTU engines." The contract is seen as a starting point. If Sanmar is satisfied with MTU's engines and services, it would like to order more MTU units for its tugs. The first vessels are being built in Sanmar's shipyard in the south of Istanbul and each has a bollard pull of 75 tonnes.

With a length of 91.5 meters, the Equanimity built by Dutch shipyard Oceanco ranks 41st in the top 100 yachts.

MTU and Fairplay Towage are to test an MTU diesel genset with SCR exhaust aftertreatment in a harbour tug to verify compliance with IMO Tier III emissions requirements.

MTU engines will power the Bogacay-class tugs built by Sanmar.

Most megayachts are MTU-powered

The yachting world’s supreme rankings are published once every two years when the specialist journal 'Boote Exclusiv' brings out its list of the 200 longest megayachts on the planet. The yacht at the top of the list measures a full 180 meters and is two-and-a-half times as long as a Boeing 747. The smallest boat on the list (ranked number 200) is 64.56 meters long and is still huge by normal standards. No manufacturer supplies as many engines for this class of vessel as MTU – nearly half of the 100 biggest yachts have MTU propulsion systems below deck.

MTU has specialized for many years in the particular requirements of this sector and is able to offer products and solutions that meet the unique demands of its yacht customers. These include a wide range of mounting and coupling configurations that significantly reduce on-board vibration and ensure a greater level of comfort. This also reflects current trends in the market, which are moving away from the demand for greater speed and towards an emphasis on increased comfort. Today’s megayacht owners are more interested in having more space and quieter vessels.


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To Poland and back 940 timesMTU is to supply up to 940 MTU PowerPacks® to Polish rail vehicle manufacturer Pesa. The underfloor drive units are to be used to power Link railcars operated by Deutsche Bahn (DB). The two companies have now signed a framework agreement to that effect. The agreement covers the supply of PowerPacks® based on MTU Series 1600 and 1800 engines up until the year 2021. The actual number of PowerPacks® that Pesa will call on from MTU will depend on the tenders that Deutsche Bahn wins for regional transport services. In 2012, DB and Pesa already agreed that DB would issue tenders based on the PESA Link railcar. “This framework agreement is the largest single contract concluded to date for our PowerPacks® and yet another milestone in the success story of this innovative and cost-effective MTU drive solution,” said Dr Michael Haidinger, Chief Sales Officer of Rolls-Royce Power Systems.

The railcars for DB are available as one, two or three-car trainsets. The one-car and three-car configurations will be powered by one or two Series 1600 PowerPacks® respectively. MTU’s 12V Series 1600 R70 engine with a power rating of 565 kW forms the core of these solutions. The two-car train configurations are equipped with two PowerPacks® based on the 6H Series 1800 R85L unit, each delivering 390 kW. All of the above engines meet the stringent emissions requirements of EU Stage IIIB.

1 Pesa Link railcars are equipped with PowerPacks® based on MTU engines of Series 1600 or 1800. The first one-car trainset for Deutsche Bahn equipped with MTU Series 1600 engines was presented to the public at Innotrans, the international railway exhibition, in Berlin in 2014.

2 Dr Ingo Wintruff, Vice-President Propulsion & Power Generation, Head of Rail, Mining, Oil & Gas Business (MTU) and Zenon Duszyński, Technical Director (Pesa), signed the agreement at trade show Innotrans in Berlin.

The vessels of the DGzRS (German Lifeboat Association) put to sea to safeguard human life the instant that danger threatens. Three new 28-m search-and-rescue craft are now being planned to assist in this vital work. These are the successors to the 27.5-m Berlin-class vessels which have been in service for almost 30 years. The new boats are powered by two MTU 16V Series 2000 M72 engines producing a combined output of 2,880 kW and enabling a top speed of 24 knots (45 kph). The new DGzRS search-and-rescue vessels will be responsible for helping to ensure the safety of shipping in the German areas of the North Sea and the Baltic. One of the outstanding features of the MTU 16V Series 2000 M72 engine is its ability to carry on operating even when the vessel is listing badly. This vital capability is made possible by the Rough Kit facility which incorporates an extra-deep oil pan with special-purpose bulkheads, a modified crankcase breather system and

27.5-m search-and-rescue vessels such as the Hermann Helms are among the most sophisticated search-and-rescue vessels in the DGzRS (German Lifeboat Institute) fleet. From 2015 onwards, these boats are to be gradually replaced by new 28-m vessels.

Lifesaver for all seasons

L’Orange now produces in AsiaThe Rolls-Royce Power Systems subsidiary L’Orange opened a new production plant in the city of Ningbo in eastern China in September. The facility will manufacture fuel injection systems for large engines.

Award for Aiken production plantThe MTU plant in Aiken that produces diesel engines and components for a worldwide client base has been named Manufacturer of the Year 2014 in the small and medium-sized enterprise category by the South Carolina Chamber of Commerce. The plant is owned by MTU America Inc. and is located in Graniteville in Aiken County.

Major order for Russian agricultural machinery The Russian agricultural machinery manufacturer Rostselmash has ordered 400 MTU engines of type 6R 460. Beginning next year, forage-harvesters of type RSM 1401 and the Torum 780 combine-harvester will be equipped with MTU engines as standard.

30,000 times Series 2000The 30,000th Series 2000 engine was recently completed. The series was introduced in 1995 as the 'little brother' to Series 4000. The 8-, 10-, 12-, 16- and 18-cylinder engines cover a power range from 400 to 2000 kW. Most go into service in emergency power gensets or in marine and industrial applications.

In brief:

Dr. Ralph-Michael Schmidt, CEO of L'Orange, cut the ribbon to officially mark the opening of the company’s new production facility in Ningbo.

Combined Heat and Power for dairy productionMilk, cheese and yoghurt production at the Kalinkavichy Dairy Combine in Kalinkavichy, Belarus, now takes place using a CHP module from MTU Onsite Energy. The module is based on an 8V Series 4000 GS engine and delivers 772 kVA of electrical power and 800 kW of heat. The thermal power is used by the dairy for heating water and the factory hall, and the process steam produced by the heat recovery plant is used for evaporating and drying the whey which is then used to make cheese and other products. Apart from milk, cheese and yoghurt, the dairy also produces kefir, sour cream and cottage cheese which is supplied not only to countries in Eastern Europe, but as far afield as the Philippines and North Africa.

Its new CHP module is enabling the Kalinkavichy Dairy Combine to save some 1.5 million EUR per year. Heat and power can be obtained much more cost-effectively from the CHP module than from the public grid with central heating plant. The first CHP module is to go into service at the end of November 2014, and supply of a second MTU Onsite Energy cogeneration module with adsorption chillers is planned. These will be used for air-conditioning in the factory hall. The electrical power generated by the second module is to be deployed in a neighbouring cheese factory that runs independently of the Kalinkavichy dairy.

28 MTU 16V Series 4000 R43 engines with a power output of 2,200 kW, are to power 14 freight locomotives of the Latvian State Railways. The type 2M62U locomotives will be upgraded by the CZ LOKO Company in the Czech Republic. The locomotives are to go into service for Latvian State Railways in national freight transport. "Cooperating with CZ LOKO Company offers us a lot of potential for expanding our foothold in the Eastern European rail market," said Michael Haidinger, CSO at Rolls-Royce Power Systems. On the locomotives being reconditioned for Latvian State Railways, only the frame and bogies are to be retained. All substructures and numerous other parts and components are being fully re-designed and manufactured.

The Micronas company based in Freiburg makes semiconductors which are used as sensors by the automotive industry. In production, it uses a CHP plant based on MTU Onsite Energy gensets for heat, electrical power and cooling. The 12V Series 4000 GS gensets are each equipped with a 400 V gene-rator delivering 1,287 kW power. Thermal energy up to 1,323 kW at each genset is mainly harnessed

CHP plant makes sense for making sensors

MTU engines to Latvia

A CHP module supplied by MTU Onsite Energy provides electrical power to Micronas, the semiconductor manufacturer.

A dairy in Belarus uses a CHP module from MTU Onsite Energy for its milk, cheese and yoghurt production.

specially adapted engine control.

from the engine cooling water and exhaust gas. "Installation of other systems such as oxidation catalysts and exhaust gas heat exchangers make for even better fine-tuning of the CHP plant," explained Peter Grüner from gas system sales at MTU Onsite Energy.


The 'U' issue of MTU Report completes the M-T-U trilogy in which each issue has been devoted to one of the letters in the brand name. We associate 'U' first of all with things that travel under the ground or under water – submarines or underground mining vehicles. But 'U' also stands for universal and unique. And for the Unterweser nuclear power plant, where a CHP module is providing heat and power now that the reactor has been shut down.

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The two MW generated by a Combined Heat and Power (CHP) module hardly seem worthy of mention compared to the output of a nuclear power plant. But since nuclear power stations in Germany started to be taken off the grid as a result of the political decision to opt out of nuclear power, modular CHP plants have become increasingly important. And that means inside the nuclear plants themselves – as the example of Unterweser illustrates. The facility has not delivered power for a good three and a half years now, but is being served by a CHP module from MTU Onsite Energy that provides it with heat and electricity.

From the outside, the Unterweser nuclear power plant in northern Germany looks just like a normal power station. But energy is no longer generated there – quite the opposite. Since the German government decided to opt out of nuclear power, the Unterweser facility has been off the grid. Now a CHP module from MTU Onsite Energy provides a large part of the electrical power and heat that the nuclear facility still needs to consume.

CHP module provide power to Unterweser nuclear power plant


Leaving the heavily trafficked motorway between Bremen and Bremerhaven, visitors crossing the Weser on their way to the NPP are suddenly confronted with the proverbial flatlands on the far side of the river. Narrow roads lead across fields where cows graze alongside the occasional wind turbine. On the dykes there are sheep that scrutinize the passing cars with interest. Right in the middle of this idyllic scene, not far from the hamlet of Kleinensiel and only a stone’s throw from the lower reaches of the Weser, the concrete dome of a nuclear reactor looms skywards. The Unterweser nuclear power plant was the region’s largest electrical power provider

for a good 30 years. But within days of events in Fukushima, it turned from a large-scale producer of power to a major consumer.

“All those years we were able to identify positively with our jobs and saw ourselves as performing a useful purpose by generating electrical power on a large scale for vital use,” recounts E.ON engineer Dominic Ransby half an hour later on the power plant premises following a thorough check by security staff. Those days were abruptly brought to an end in March 2011 when the German government took the decision to immediately shut down the country’s oldest nuclear power stations. Since then, the Unterweser plant has been in “continuous zero output mode”. The word “decommissioning” does not exist in E.ON vocabulary at present. The company is legally contesting the withdrawal of its operating license, for which it received no compensation. So decommissioning work cannot begin until the courts have reached their verdict.

Now only silenceIn the generator block shortly afterwards, Dominic Ransby opens the door to the gigantic turbine room. “In the past you would have been blasted by the heat, the smell of hot oil and the noise,” he recounts. “Now there is only silence.” The high-pressure turbine and the three low-pressure turbines once steam-powered by the heat arising from the nuclear fission process next door now stand idle.

Ransby says he does not get emotional at the sight of the disused installation. “We cherished and cared for it for years, but ultimately, as an

engineer, it makes no difference to me whether I am putting something together or taking it apart.” He is fully aware, however, that some of his colleagues see things differently and quite definitely have their problems with the present situation. Obviously, they talk about the future: “A lot of the people here are worried about what will happen next.” Of the 400 employees working at the Unterweser facility at the beginning of 2011, only 200 or so remain, and not even all of them will be able to stay for the entire duration of the decommissioning work. It is expected to take a good ten years once it gets underway. Ransby, age 50, will unlikely look for a new job at this stage in his career – in all probability he will stay until the end and then retire.

CHP module delivers two MWNevertheless, he has had to find himself new work to do in the everyday activities that remain. “The changes after the shutdown have demanded a degree of flexibility from all of us,” he says. So it suited him well that his colleague Dr Uwe Werner, a former shift manager like himself and as such responsible for the operation of the nuclear plant, started planning for the construction of a modular CHP plant – a project in which he could get involved. “We still have quite a big power requirement,” explains Werner, “which is for things like pumps, fuel-rod cooling, and the normal building infrastructure.” In total, the present internal energy demand is around 3.5 MW of electrical power and – depending on the outside temperature – up to four MW of heat. Since the beginning of 2014, a good proportion of that has been delivered by a CHP module from MTU Onsite Energy. Based on a Series 4000

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Now only silence: the three low-pressure turbines that used to drive the generator for producing electrical power are no longer in use.

Dominic Ransby worked as a shift manager at the Unterweser nuclear plant. But when it was taken off the grid, he had to find different work to do and now looks after the CHP module as an operating engineer.

The German energy turnaround

As part of its energy reforms, the German government announced its target of increasing the share of renewable energies to 40-45% by 2025 and then to 55-60% by 2035. Last year, renewables had already reached second place in the energy source league table at roughly 25%. According to current figures from the think tank 'Agora Energiewende', the front runner has now changed. In the first nine months of 2014, wind, solar & co. were the most important energy sources in Germany, accounting for 27.7% of the market and displacing brown coal (26.3%) from the top spot for the first time. The phase-out of nuclear power should finally be completed by the end of 2022. In March 2011, immediately after the tsunami in Japan and the nuclear accident in Fukushima, the Federal Government imposed an initial three-month nuclear power moratorium, later deciding to permanently shut down the seven oldest nuclear power stations in Germany, plus the Krümmel nuclear plant. The remaining nine nuclear power plants are to be gradually taken off the grid in the coming years.

Energy


by MTU. In all, there are seven of them spread across the site – four just for the safety-related systems (everything that is safety-related exists in multiples), two “emergency backup gensets” (in case the emergency diesels should fail), and one for non-safety-related systems.

Greenfield siteIf everything goes according to plan, the CHP module will play a key role in supplying power to the nuclear plant for at least another ten years – until all that remains of the former NPP is a green field where it once stood. “As soon as decommissioning starts, we will again need more electrical power, simply because there will be more equipment in use,” illuminates Ransby. “It will be an entirely different project from pulling down a conventional power plant. Everything has to be individually dismantled and, where necessary, decontaminated – every single nut and bolt is separately logged,” he said, explaining that ultimately, radioactive contamination is just pollution that can be cleaned up like any other kind of dirt. That means that the vast majority of the material from the Unterweser nuclear facility will be ultimately recycled. “Only a small part is seriously radioactive and has to be taken to the nuclear waste repository. Of the total decommissioning volume of 300,000 tonnes, it represents a very small percentage.”

Until then, the used fuel rods are being stored at the Unterweser site under maximum security. The older ones are stored in sealed petalite containers in a temporary repository opened in 2007; the more recent ones are still in the reactor building. The reactor building is the last stop on our tour of the facility. Before entering

the dome, we have to don safety suits and shoes, while a dosimeter constantly measures the radiation exposure level. We are then taken through an air lock into the inner chamber and finally to the spent fuel pool, which at first sight looks hardly any different from a small swimming pool. On closer examination, however, you can clearly see the fuel rods at the bottom being cooled by the boracic acid-infused water. Not far away, a large frame stands on the floor that can be opened underneath. Directly below it is the reactor pressure vessel. Dominic Ransby looks across and smiles. In the past, he was often the last person to check the gigantic bolts after the fuel rods had been changed. “That’s something not many people can claim,” he says thoughtfully, “that they were the last to stand on the reactor cover.”

Words Anne-Katrin WehrmannPictures: Andreas Burmann

To find our more, contact:Martin [email protected]. +49 821 7480-2474

gas engine, it generates just under 2,000 kW of electrical power and 2,200 kW of heat.

The CHP plant is housed in a shipping container standing on a solid foundation in the outer part of the grounds directly between the generator house and the Weser dyke. There it produces just under two MW of electrical power and 2.2 MW of heat, achieving an efficiency of roughly 86%. “That saves us money because we only have to draw part of our electrical power requirement from the grid and can cover virtually all of our heat demand ourselves,” outlines Ransby.

Auxiliary boiler steps in when it gets coldIt is only in the coldest few weeks of the year that the CHP module cannot entirely cover demands. When that happens, one of the two auxiliary boilers comes into action. In the past, the oil-fired 12.7 MW-rated boilers were there to bridge the brief downtimes that occurred about once a year when the fuel rods were replaced. To further reduce costs and also lessen the impact on the environment, one of them is currently being converted from oil to gas and simultaneously re-rated to an output of 4.5 MW. That is only possible because a gas supply line was laid to the facility when the CHP module was being installed. Another reason why the auxiliary boilers are needed is because, unlike the CHP plant, they produce steam. “And we need that for our water treatment,” Ransby explains. Water treatment in a nuclear power plant refers to evaporating water that is contaminated because it has been used to cool, for example, the fuel rods. As soon as a certain quantity has accumulated, the boilers are started up temporarily for that purpose.

Ransby and Werner are happy to have found a new and interesting project to take care of in the shape of the Combined Heat and Power module. "People at nuclear power stations understand all about water plumbing systems and combustion plants, so it is no mystery to us,” observes Werner. “It’s a nice job that we enjoy.” And the reliability of the CHP module is outstanding according to Ransby. From the beginning, the two were in no doubt that MTU Onsite Energy would be on the short list of potential suppliers for a CHP plant. After all, the emergency generator sets installed years before were still in perfect working order and had been supplied

A CHP module (bottom) at the Unterweser nuclear power station produces roughly two MW each of electrical power and heat. If the heat generated is insufficient to cover demand, an auxiliary boiler comes into action. It used to run on oil, but is now being converted to gas.

Together with his colleague Dr Uwe Werner (right), Dominic Ransby (left) planned integration of the CHP module into the Unterweser NPP.

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Unterweser nuclear power facility: off-grid since 2011

The Unterweser nuclear power plant operated by E.ON Kernkraft GmbH first came on stream in September 1978 and started commercial operation one year later. When it was commissioned, the pressurized water reactor was the most powerful in the world – with a net output of 1,345 MW, it could theoretically keep a city the size of Hamburg supplied with electrical power all on its own. In 1980, 1981 and 1993, the Unterweser facility was the “world champion” in terms of the annual output of electrical power by a single power plant, and it still held the world record of five billion kWh when it was shut down. With the service life extension agreed by the Federal Government in autumn 2010, the Unterweser plant would have continued operating until 2020, but the nuclear moratorium came into effect, and it was taken off the grid in March 2011.

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Under water

Man's dream of diving underwater for longer than the human body is capable of unassisted is at least as old as the dream of flying. Swimming like a fish below the surface of the sea, enclosed in a capsule, is something people attempted in ancient times and in the Middle Ages. In 1492, the Italian Roberto Valturio drew a sketch of a submarine that in its external shape very closely resembles modern-day submersibles. In 1851, the German inventor Wilhelm Bauer staged a trial of his ‘incendiary diver’. It was the first modern submarine and was built according to the inventor’s plans (left) at the Schweffel & Howaldt engineering works and iron foundry in Kiel. MTU started making engines for submarines in 1959, and they can now be found in service in all the world’s oceans. But how does a submarine move? How do you build one, and how does a diesel engine function underwater? MTU submarine expert Arndt von Drathen and Dr Ute Arriens from ThyssenKrupp Marine Systems provide the explanations.


Marine

What is everyday life like in a submarine?A submarine is in operation 24 hours a day, seven days a week. It is workplace, home and leisure space all at the same time. In a sub, a lot of people are living together in a very confined space breathing an artificial atmosphere. For weeks on end they see no daylight and there is no day/night routine. Instead, the time is divided into four-hour sections. Four hours on watch followed by four hours for eating, sleeping, showering or leisure. If ever there are problems, the crew members are immediately called back on duty even in their off-watch periods.

What special requirements does a submarine diesel engine have to meet?For operating in a submarine, an engine should at least be very quiet so that the sub is less audible. It should also be as small as possible to leave room for the many other systems required for sustaining life and navigating underwater. High power output is also an important consideration, of course, so that the batteries can be charged as quickly as possible. To ensure that the sub has a long operating range, economical fuel consumption is equally essential. More recently, compliance with current emissions standards has become an added requirement for submarine diesels.

How fast can a submarine travel?On average, submarines with diesel-electric propulsion can travel at 20 knots (37 kph) submerged and about half as fast on the surface.

How is the crew catered for?At the beginning of a mission, every inch of available space in the submarine is used to store food. The galley in a sub is very small. It is just about big enough for the ship’s cook to turn a pirouette. So to provide a continual supply of meals for the crew, the cook also has to work around the clock.

Where does the engine get its air from and where does the exhaust go?

The submarine’s charging unit can only be operated when the vessel is on the surface or in snorkeling mode because the engine needs air for fuel combustion. In snorkeling mode, the sub is just a few meters below the surface and the air for combustion is drawn in through the snorkel, from where it passes to the engine in the engine room. If the submarine is to remain undetected, however, snorkel conditions can only be maintained for as short a period as possible. The exhaust is discharged under pressure below the surface. For every meter of water above the exhaust outlet, the engine has to generate an extra 100 mbar of exhaust pressure so that the water cannot run into the engine. That is only possible with a special charge air system developed by MTU.

How long can a submarine stay submerged?Submarines with diesel-electric propulsion generally have to surface every couple of days to run the charging unit and recharge the batteries. However, with a special fuel cell system, subs can remain underwater for longer. The present record – set by an HDW Class 212A submarine – is 14 days. If a submarine is unable to surface, regulations require that the crew must be able to survive for at least six days.

How does the fuel cell system for submarines work? ThyssenKrupp Marine Systems is the only supplier to offer an air-independent fuel cell propulsion system and has successfully commissioned numerous installations. For this type of supplementary energy generator, the sub requires a supply of liquid oxygen and hydrogen on board. The two fuel components are fed into the fuel cell, which converts them into electricity. It is very much like the process of electrolysis as taught in schools – only in reverse. Besides the electric current generated, the only waste product is pure water.

How does the snorkel work in heavy seas?In heavy seas a cap briefly closes off the snorkel to prevent water running through it into the submarine. In that short period, the volume of air inside the sub serves as a temporary reserve for supplying air to the engine.

How is a submarine propelled?In a submarine with diesel-electric propulsion, a diesel engine drives a battery charging unit. The diesel genset acts as a battery charger and charges the batteries with electric current. That electric current powers the electric propulsion motor, which in turn drives the propeller. As well as submarines with diesel engines and fuel cells there are also atomic subs with a nuclear reactor for generating the power.

How long does it take to build a submarine?In contrast with surface vessels, submarines move in three dimensions in space, and as distinct from aircraft, they have to be able to maintain a static position in the water even without propulsive power. As well as that technological challenge, there are a large number of life-sustaining, communication and navigation systems to be included in the construction process, and everything has to be brought together in the smallest of spaces. So every submarine design has to be very carefully conceived and planned. The coordination work between client, shipyard and supplier can last a number of years before the actual construction process gets underway, which in itself takes several years. Preparations for development of the MTU Series 4000 submarine genset took two years and the development process proper will require five years before the vessel is actually delivered to the customer.

How is a submarine built?As is the general rule in shipbuilding, a submarine is built in sections. As the work progresses, the shipyard workers weld the sections together to assemble the complete vessel. It is fascinating to see how all the bulkheads, decks and, in particular, the piping and ducting in the individual sections fit together so precisely when they are brought together. Because it operates underwater, a submarine only has very few and very small openings to the outside. Therefore, anything that will not fit through the hatches of a sub – from the engine to the proverbial kitchen sink – has to be installed in the individual sections before they are assembled. This special situation also has to be taken into account for the servicing and repair of all equipment installed on board. All spare parts have to be designed to fit through the hatches. So for MTU it is all the more important to supply an especially reliable and low-maintenance charging unit.

How is the crew accommodated?Until a few years ago, crew members often had to share berths. Today, however, each crew member generally has his or her own bunk. It is not much wider than a person of average build and does not even offer enough overhead room to stretch your arms out. This allows more bunks to be installed one above the other, with only a curtain to screen the sleepers from the general goings-on in the submarine. Due to the shift-working system in a submarine, there is never any peace and quiet. Only the captain has his or her own cabin so as to be able to work undisturbed on confidential documents.

Propulsion engine

Hydrogen tank

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Genset consisting of MTU diesel engine and Piller3-phase AC generator

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ThyssenKrupp Marine Systems Class 212 A submarines (on the slipway, top, and during sea trials, bottom) are equipped with MTU charging units for diesel-electric mode.

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Words: Marcel RothmundPictures: ThyssenKrupp Marine Systems / Robert Hack

What might future submarines look like?One of the next technological leaps in submarine applications will undoubtedly be the change in battery technology to lithium-based batteries. Compared with the lead-acid batteries generally used today, the maintenance work required by a lithium battery is minimal. What is more, a lithium battery can store many times more energy and be fully charged at any time. For submarines operating below the surface for long periods, that will substantially reduce their visibility in conventional diesel-electric mode. MTU Friedrichshafen has already taken this possibility into account and has designed its new charging unit to work equally effectively with lead-acid or lithium batteries.

New submarine engine

The submarine engine based on the Series 4000 diesel is currently being tested at the test stand. The Series 4000 battery-charging unit is designed for the demands of modern submarines. Compared with its predecessor models, it offers more power within the same installation space, uses less fuel and complies with current emissions legislation.


Min

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The Series 900 roof bolter is a scissor lift that raises the operator to the tunnel ceiling. The machine then drills a hole in the roof and inserts a rock bolt that stabilizes the ceiling, creating a much safer working environment.

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Engines for underground mining vehicles

UndergroundThousands of feet below the earth, specialized mining vehicles rumble through tunnels, performing a multitude of tasks like a colony of worker ants. The machines scurrying deep underground include personnel carriers, boom trucks, rock drills, transmixers, shotcrete sprayers, blockholers, long toms, scissor bolters, and scissor lifters, just to name a few. Each has a tough job to do. And when there’s a vehicle failure, the whole mining operation can come to a grinding halt.

Headquartered in Ontario, Canada, MacLean Engineering builds underground mining equipment that makes operations all over the world safer and more efficient. No matter where the mining site is located, underground mining is difficult work. Vehicles and machines with heavy loads move around the

clock at high temperatures in dust and moisture. Reliability, performance and long engine life are crucial for a cost-effective operation. Like most other industries, time is money. A small holdup in mining production could translate to a loss of thousands or millions of dollars to a mining operation. That’s why, for many of its machines, MacLean counts on Mercedes-Benz Series 900 engines to get the job done.

Tunnels 15 feet high and wideUnderground mining companies excavate hard minerals from the earth. The minerals contain useful metals, such as gold, silver, iron, copper, zinc, nickel, tin and lead. In order to start the mining process, engineers create tunnels to access ore reserves, called the ore body, which are the areas where rock is extracted. These are usually 15 feet wide and just as high. “For underground mining equipment, size is a big factor –

you have to get the equipment down in the mine and operate it within the parameters,” says Dan Stern, product manager, MacLean Engineering. “We have to package our equipment so we get the most performance from its size. The biggest challenge for us is to provide a right-sized powertrain for the application at hand.”

The mine tunnels often include many twists and turns, and sometimes changes in gradation. Tunnels often slope at a 20% incline and will likely not be a straight path. In order for the vehicles to navigate the turns of a mine road, many MacLean mining vehicles are articulated—bending in the middle so the driver can easily take corners.

The narrow tunnels of a mine also present other challenges. For example, drivers often have to drive a quarter of a mile before they come across a space large enough to turn their vehicle around. To save time, MacLean has designed many of

their machines so the driver’s seat faces the side of the vehicle, pointing directly at the mineshaft’s wall. The driver simply turns his head 90 degrees to the right as the vehicle drives forward, and 90 degrees to the left when in reverse.

Clean air regulationsTo keep miners healthy, fresh air is pumped into the mine with massive ventilation fans. Air must move at a ratio commensurate to the size of the engine. For example, in Canada, regulations require mine operators to pump 100 cubic feet per minute (CFM) of air into the mine per horsepower of the engine in use in the mining equipment. So, if you were to operate a 147 horsepower Mercedes-Benz 904 engine (a commonly used engine in this industry) you would require 14,700 CFM of air pumped into the mine to support that machine. The fresh air mitigates many of the risks associated with mining.

«For underground mining equipment, size is a big factor – you have to get the equipment down in the mine and operate it within the parameters.» Dan Stern, product manager, MacLean Engineering

The Small Section Bolter is based on its big brother, the Series 900 Bolter, and is designed for smaller mines.


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However, these regulations present a unique challenge. Mining equipment engines must provide the extreme power needed to do their job. Tasks include drilling, moving personnel and their tools through the tunnels, blasting the rock and excavating material. These tasks need to be done in line with a strict time schedule and each unit of horsepower that is not available from an engine slows the work down. MacLean Engineering relies on Mercedes-Benz Series 900 engines from MTU to power 90% of its vehicles. All of the engines are equipped with innovative clean technology to protect the environment. The 147 hp Mercedes-Benz 904 engine is used in MacLean bolters, many personnel carriers and their remote-controlled BH3 Blockholer. For jobs requiring more power, such as hauling heavy supplies up and down inclines, MacLean outfits their machinery with the Mercedes-Benz 906 engine, which generates 201 horsepower. The additional horsepower allows for speedy delivery of equipment and supplies.

“Mercedes-Benz engines have one of the highest reputations among our customer base for being the cleanest engines in underground mining,” says Stern. “Our customers request these engines. The 900 Series engine is very reputable engine in the underground mining industry, especially in North America and Australia.”

Series 900 Bolter makes mines safeSafety has always been an important concern for MacLean Engineering. Everyone is familiar with the stories of cave-ins that have made international headlines. To address this issue, MacLean Engineering once again changed the mining industry for the better by developing a new machine. To prevent cave-ins, MacLean created the unique Series 900 Bolter. The Series 900 Bolter is a scissor lift that raises the operator to the ceiling. The machine then drills a hole into the roof and inserts a rock bolt that stabilizes the ceiling, creating a much safer working environment. This bolter utilizes the Mercedes-Benz 904 engine. Over the years, MacLean has sold over 400 Bolters, making it the number one ground support machine in the world. In fact, due to government safety regulations, the Bolter is required for underground mining in North America.

A growing industryIn spite of all these obstacles to success, underground mining is a growing industry, thanks to technologies from innovative companies such as MacLean Engineering. Mining provides a significant, positive economic impact to all involved countries.

Industries in developing countries often propel the demand for base metals that can be used as building wsupplies. Additionally, as countries develop and wealth increases, there is a demand for precious metals like gold and silver, and jewels such as diamonds. Many Asian countries are starting to experience economic growth from mining. MacLean recently partnered with an established dealer in Mongolia to support underground mining operations for the Oyu Tolgoi Mine project. The Oyu Tolgoi Mine will be one of the

world’s largest mines with over 2,200 draw points. The mine produces vast amounts of copper and some gold.

MacLean expects this kind of industry growth to continue around the world, matching the growing need for the goods mining provides. The company has a 41-year-long track record of producing the most innovative mining equipment to meet the ever-changing demands of the industry. The future looks bright for MacLean Engineering, and all of their partners, including MTU engines. Words: Chuck Mahnken; Pictures: MacLean Engineering

To find our more, contact: Paul Sparenberg, [email protected]. +1 248 560-8184

«MTU engines have one of the highest reputations among our customer base for being the cleanest engines in underground mining.» Dan Stern, product manager, MacLean Engineering

1 The AC3 Anfo Charger makes safe underground blasting possible.

2 The BH3 Blockholer is a remote-controlled unit that facilitates drilling and blasting from a safe distance.

3 MacLean Engineering has been producing the Bolter for thirty years and has sold more than 400 vehicles.

Developments with safety in mind

Founded in 1973 by Don MacLean, the company has been revolutionizing the mining industry for decades. As a recent inductee into the International Mining Hall of Fame, Don MacLean was responsible for the company’s revolutionary BH3 Blockholer, a remote-controlled machine that enables drilling and blasting operations to be completed from a safe distance.

This wasn’t the first time Don MacLean changed the mining industry. In the early 1980s, Don led the development of a new roof-bolting machine, known as the Scissor Bolter, which quickly became an irreplaceable tool for miners. Machines like these, built with operator safety and production efficiency in mind, have helped make MacLean Engineering a worldwide leader. MacLean now manufactures mining equipment for global markets, serving customers in Australia, Asia, Africa, North America and South America.

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Everyone knows the MTU Series 4000. It has earned its place in everyone’s world. Powerful and reliable, it meets today’s emissions requirements and is fuel-efficient. You will find it in ships as well as in haul trucks and gensets. Since launching them in the market 15 years ago, MTU has sold more than 26,000 Se-ries 4000 engines. And nearly all of them are different – because there is no such thing as the Series 4000 engine. In fact, hardly a single engine in the series is identical to any other – every unit is specifically matched to the individual customer’s needs. That makes Series 4000 truly and universally unique. So what distinguishes the universal engine from the unique, customer-tailored unit?

The skipper of an inland waterways vessel may get 880 kW from his Series 4000 unit whilst a haul truck operator can expect 3,000 kW from his. One engine may have 16 cylinders, another only 8. One will develop 2,500 bar injection pressure while another operates at 1,800 bar. One will have a diesel particulate filter while the other does not need one. The permutations are endless. Everyone talks about the Series 4000 engine – which is alright in a way – but, as attractive as it may be, the concept of building one engine that is perfect for all applications is simply utopian. In reality, on MTU Series 4000 engines, only major components such as the crankcase, crankshaft and flywheel housing are identical - or more accurately, very similar, because even they vary. One common factor did exist, however, when they were introduced in 1997: all Series 4000 engines had a cylinder capacity of just over four liters, which is where the series designation comes from. Today's cylinder capacity is a little higher at 4.77 liters, so even here differentiation is necessary.

Requirements make the differenceEngines that propel ships, for example, need completely different cooling systems from those that power haul trucks. Ships have dual-circuit cooling systems that utilize the water the vessel is moving in to cool the engines. On haul trucks or locomotives, excess heat is dissipated into the atmosphere, so they need suitably powerful cooling systems. The two applications also use different safety technology. Marine certification authorities stipulate that surface temperatures on marine engines must never exceed 220 C. With just a few exceptions, ships normally operate at sea level, while haul trucks operate in mines that are often located at altitudes of several thousand meters. To make sure that these truck engines get enough air for combustion, MTU engineers have developed turbocharging technology specifically for these conditions. Mining engines

Universally Unique

Series 4000: From one-for-all to one-of-a-kind

We all tend to talk about THE Series 4000. Strictly speaking, however, the definitive Series 4000 does not actually exist. Series 4000 engines come in myriad configurations, their common denominators being, at the very most, their crankshafts or crankcases.


Technology

also need to be extremely robust when it comes to environmental influences such as the extremes of cold, heat and dust-laden air that often prevail. Other applications demand different criteria: on genset engines for example, the ability to ramp up to operating speed as fast as possible is critical. Emergency gensets in nuclear power stations need to get up to full power in just a few seconds. And there is yet another factor that decisively affects engine tuning, namely the time interval available between major overhauls. With yacht engines, this can be as little as 9,000 hours, whilst the engine in a shunting locomotive has to last for 30,000 hours between overhauls.

Emissions limits make all the differenceOver the last ten years, the differences between engines have been increasingly driven by another factor: the emissions limits they have to comply with. To minimize pollutant output from diesel engines, the European Union and the US Environmental Protection Agency (EPA) have specified emissions limits. These are not the same everywhere, but vary widely depending on application and region. In some cases, they are even interpreted differently by individual countries or cities. This is where the dream of building the universal engine finally fades from view.

Modular technology for Series 4000MTU engineers have developed a modular concept involving an entire bundle of technologies that either avoid the generation of pollutants altogether, or prevent them from entering the atmosphere. The system includes the following elements:

> Increased injection pressure up to 2,500 bar: The higher the pressure at which fuel is injected into the combustion chamber, the more finely it is vaporized. As the vapour becomes finer, fuel combustion improves and fewer soot particles are formed. Multiple injection is also key here. This involves additional fuel injections both before and after ignition, and these cut down soot formation.

> Miller process: To reduce nitrogen oxide emissions, the inlet valves on each cylinder are closed just before the piston reaches bottom dead centre so that the air in the cylinder expands and cools. The process decreases nitrogen oxide emissions by up to 30%.

> Exhaust gas recirculation: Depending on the application in question, up to half the exhaust gas is first cooled and then returned to the engine. This lowers combustion temperature and reduces the generation of nitrogen oxides.

> Exhaust gas aftertreatment with SCR: To reduce nitrogen oxide emissions even further, MTU employs SCR technology on some engines. Here, an aqueous urea solution is introduced into the exhaust stream. The urea is converted into ammonia, which transforms the nitrogen oxides into harmless water and nitrogen in the catalytic converter. The chemical process is selective because only nitrogen oxides are reduced and unwanted side-reactions are largely suppressed.

> Exhaust gas aftertreatment with diesel particulate filters: Here, diesel particulate filters (DPFs) are used to prevent soot particles exiting the engine. Exhaust gases are routed through channels with porous walls that allow the exhaust to pass through, but filter out soot and other particles. This can reduce particle emissions by up to 99%.

> Two-stage turbocharging: For the first time, this technology makes two-stage, controlled exhaust turbocharging with intermediate cooling available for engines in haul trucks, trains and oil pumps. The Miller combustion process and exhaust recirculation technology both require increased charge-pressure. In the first stage of a two-stage turbocharging system with two turbochargers, the air is precompressed

in a low-pressure turbocharger before undergoing intermediate cooling followed by secondary compression in a high-pressure turbocharger. This satisfies the need for increased charge-pressure and achieves a high level of turbocharging efficiency. It also makes it possible to build more compact diesel particulate filters.

> No matter which system modules the MTU development engineers select, they are all controlled by the engine management system. Whilst earlier engine management systems controlled only engine speed and injection pressure, they now cover five parameters. For example, additional sensors in the exhaust tract now calculate how much exhaust needs to be introduced into the flow of fresh air to ensure that the combustion temperature drops to a level where the nitrogen oxide content in the engine exhaust remains below specified limits. At the same time, the oxygen content has to be adjusted to suit the load point. In cases where exhaust gas recirculation is also involved, the level of complexity increases even further, since the engine electronics must also control regeneration of the diesel particulate filter. Various parameters such as exhaust temperature, the number of hours of operation since the previous regeneration phase and differential pressures across the filter are used to calculate exactly when filter regeneration is required.

Individual engine concept for each applicationBy combining these modules and meeting the demands arising from individual applications, MTU engineers configure many different Series 4000 engines for ferries, workboats, submarines, frigates, gensets, haul trucks, trains and drilling pumps. For example, the rail engine that MTU introduced at the 2010 Innotrans Exhibition was the first MTU engine to be fitted with a diesel particulate filter for series production. The filter unit is integrated in the locomotive in place of the silencer and also functions as a silencer, thereby saving space. In contrast, the MTU rail engine for the American market has no diesel particulate filter because EPA Tier III particulate limits are higher. Likewise, MTU Series 4000 engines for haul trucks comply with specifications without the need for diesel particulate filters. MTU began equipping its Series 4000 genset engines with SCR technology as early as 2011 in order to counter nitrogen oxide emissions. From 2016, all of its Series 4000 engines for workboats will be able to meet IMO III regulations using SCR technology alone.

Customer requirements create the truly unique unitOf course, that is not the end of the story. While we may have the perfect engine for trains, haul trucks or ships, the requirements of the individual customer now come into play. Every locomotive, every ship and every haul truck that is to be powered by a Series 4000 engine is different, and this is where the work of the MTU applications engineers begins. Their task is to tailor the Series 4000 engine configured from the technology modules to perfectly match the customer’s specific needs. What traction system does he want? Does he need a diesel-electric drive with a diesel engine powering an electric motor or is direct diesel drive required? What extra components are needed? What installation space is available? Which interfaces are required? The questions are never-ending and they all need perfect answers, worked out over months and sometimes years of painstaking work.

Only when all these questions have been answered is the customer's unique Series 4000 engine complete.

Words: Lucie Maluck; Mosaic: Wagner-Medien; Pictures: MTU

To find out more, contact:Christian Rehm, [email protected], Tel. +49 7541 90-3624

A characteristic feature of the 16-cylinder Series 4000 R84 rail engine is its two-stage turbocharging system with intermediate cooler. The EGR cooler mounted on the top right-hand side of the engine is a specific feature of new-generation MTU engines.

The 16V Series 4000 P83 unit is used in the oil and gas industry for driving pump systems and bears similarities to the Series 4000 engine used in mining vehicles and locomotives.

The 16-cylinder version of the Series 4000 C23 unit, which is predominantly used in mining vehicles, is also very similar to the R43 rail engine. Pictured above is the current version, which is also compliant with EPA Stage II emissions legislation. It does not yet have two-stage turbocharging or an EGR cooler since it is not subject to the most stringent emissions limits.

The 16-cylinder Series 4000 G63 engine is used in gensets. Unlike engines for mobile applications, genset engines are mounted rigidly rather than resiliently and their charge air system is especially adapted for load step-up.

Marine engines (above a 20V Series 4000 M93, below a 16V Series 4000 M63) have a single-circuit cooling system with mounted heat exchanger and use ambient water for cooling the engines. High-temperature components are double-walled to ensure that their surface temperature does not exceed 220°C.


UNION

And another major word beginning with U: the umlaut. Umlauts can often totally change the meaning of words. In German, their function is to alter the pronunciation of certain vowels (Brünnhilde), which in some cases can change the meaning of a word: schon (already) or schön (beautiful). In North America, the dots have bounced around our daily lives in various forms: Häagen-Dazs, Fahrvergnügen, Ikea furniture (Poäng) and heavy metal band names (Mötley Crüe).

The word umlaut originated from one of the Brothers Grimm, the well-known tellers of fairy tales. Jacob Grimm was also a famous linguist. In 1819, he coined the German word umlaut, which roughly translates to 'changed sound'. Not all tiny double dots are umlauts, however. Technically, the term umlaut refers to the sound change the dots represent, not the dots themselves, which are called a diaresis.

A pronunciation guide for ÜIn German, the umlaut is used in conjunction with three vowels: a, o and u. The umlaut version of a vowel is pronounced differently from the normal vowel, changing the a sound from “ah” to “eh.” With o and u, umlaut causes the “oh” and “oo” sounds to move from the back of the mouth to the front. The resulting sounds can be difficult for native English speakers to pronounce, as there are no corresponding sounds in the English language. Practicing the changing vowel sound is a good way to learn to pronounce the umlaut. To make the ö sound, first pronounce “oh” (as in “doe”), then try to pronounce “ay” (as in “day”) without moving your lips (leave them rounded). To pronounce ü, first pronounce “oo” (as in “too”), and then try to pronounce “ee” (as in “tee”), again leaving your lips rounded.

While the umlaut was born in Germany, the Finns have taken it to new lengths. According to the Guinness Book of World Records, epäjärjestelmällistyttämättömyydellänsäkäänköhän is the longest non-compound Finnish word, featuring 12 umlauted letters. Roughly translated, the word means “I wonder if – even with his/her quality of not having been made unsystematized." The ability of the Finns to squeeze five umlauts into a common word is also impressive, as seen in the word kääntäjää, which means “translators.” The longest run of umlauts in a row is jäääär, an Estonian word meaning “the edge of the ice.” However the umlaut is also an integral part of the language in Iceland, Sweden, Norway, Denmark, and Hungary.

Björn again in AmericaIn the English language, the umlaut is considered archaic. You’ll find the words coöperate or reëlection in very few publications such as The New Yorker. Most often, the umlaut is used gratuitously or decoratively. Chief offenders are heavy metal bands, starting with Blue Öyster Cult in the 1970s. Leather-clad rockers have added umlaut marks to give their band’s name a bold, brutish, Gothic feel. Other bands to harness the umlaut’s dark power include Mötley Crüe, Queensrÿche and Motörhead. “I only put it in there to look mean,” said Lemmy, Motörhead’s lead singer/bassist. Ironically, in countries that use the umlaut, the sounds represented by umlauted letters are perceived to be softer, weaker and lighter—not dark and all-powerful. Mötley Crüe found that out on tour in Germany. During the show, the band couldn’t figure out why the crowds were chanting, “Mutley Cruh! Mutley Cruh!”

The umlaut has also been used by brands such as Häagen-Dazs to connote premium European sophistication. The Danish-sounding ice cream brand was actually established by Reuben and Rose Mattus in the Bronx, New York. Mattus invented the name after sitting at a kitchen table for hours saying nonsensical words. The Häagen-Dazs name pays homage to Denmark, a country known for its dairy products. Capitalizing on the success of Häagen-Dazs, another brand of American ice cream was launched – Frusen Glädjé (meaning "frozen joy" in Swedish).

Üncertain timesThe umlaut is changing with the times. Sometimes, it is represented with an e next to the vowel (Muenchen for München). The change is also extending to individuals. Increasingly, German executives are dropping umlauts and respelling their surnames to make it easier to conduct international

business (Josef Käser, Siemens chief executive, has changed his name to Josef Kaeser). Several German brands have been forced to adapt, to help pronunciation of their names and make their products easier to find on search engines. In China, Jägermeister has rebranded itself as "Ye Ge" (meaning wild guy). McDonald’s has also cut down on its diet of umlauts to assimilate with the rest of the world. In Germany, the Big Mäc is now simply a Big Mac. And the Fishmäc is now called Filet-O-Fish.

Although the umlaut may be on decline globally, the über-resilient tiny dots are here to stay. So, let us raise a glass of Löwenbräu and toast the mighty umlaut. Never have two tiny dots been more underappreciated, mysterious, practical, sophisticated, foreboding and steeped in history.

Words: Chuck Mahnken; Illustration: Robert Hack

Üp with UmlautsSmall dots – big effects


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Always under coverby Lucie Maluck

There is not much less spectacular than the letter 'U'. It would not appear to have anything that would predispose it as the cover story for an issue of MTU Report. An unremarkable letter, unapproachable and unbelievably boring. And yet here it is – the subject of an entire issue. Admittedly, we had no other choice. We decided at the start of the year to make 2014 the year of 'M', 'T' and 'U' and devote one issue of the magazine to each letter. At that time, a column on the third letter of the trio seemed a long way off. Who thinks about December in January? I certainly do not start planning Christmas presents on New Year’s Day. Be that as it may, a promise is a promise.

But when we take a closer look at what lies behind the letter 'U', it turns out that it fits us just as well as 'M' and 'T'. The word ‘undercover’ always comes to my mind when I think of the letter U. And undercover is what our engines are when they are at work. Who mentions our engines when they are talking about a fantastic new yacht or the locomotive pulling their train? We supply the engines for the biggest haul truck in the world – it is even listed in the Guinness Book of World Records – but the reports hardly mention us. Despite the fact that we supply the motive power behind the colossal vehicle.

Is it because we are out of sight? Knowing the potent sound produced by our diesel engines, you could hardly maintain we are not heard. Nevertheless, hardly anyone talks about the driving force behind all the records. Though, actually, we should be pleased. As the saying goes in this part of southern Germany, “Lack of censure is praise enough.” People here are said to live by that motto. And with that kind of outlook, we are not worried if nobody talks about us. We know we are there – unnoticed, unobtrusive and, so to speak, undercover. In the world’s biggest haul truck, the fastest train in the world, the largest yacht on the globe or the fastest crew tender. So unspectacular 'U' is not so bad after all. You just have to know how best to use it. And in that we are utterly unrivaled.


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1 Everything in the Hagdorns' greenhouse is done as naturally as possible – bumble bees are ordered from a wholesaler to pollinate the tomatoes.

2 Family business: Heiko Hagdorn’s mother helps out with the picking as well as overseeing the work in the greenhouse.

Are you one of those people who can hardly wait to pick the first tomatoes of the summer season? The pride of holding the shiny red fruit in your hands is one of the highlights of the amateur gardener’s year. Heiko Hagdorn can enjoy that pleasure as early as March. That is when he picks the first tomatoes in his greenhouse. And not just one or two, but several hundred kilos a day.

Of course, Heiko Hagdorn is no amateur gardener. He owns one of the biggest vegetable-growing businesses in southern Germany. His vine, cherry and cocktail tomatoes are sold to the Edeka supermarket chain through vegetable wholesaler Gemüsering Stuttgart. And he is always certain of one thing: “They taste delicious.” Why? “Because we leave our tomatoes on the vine until they are ripe, instead of picking them while they are still green and allowing them to ripen in transit,” he explains. That means the tomatoes are always fresh and full of flavour when they are made into a salad, soup or sauce, or served at table just as they come.

Almost all work done manuallyTo achieve all this, he and his team have to work very hard. Almost everything they do in the vast greenhouse, which is easily big enough for a football team to train in, is manual work. “Picking the tomatoes is the least of it,” he recounts. And it is certainly true that the crops – as he refers to them – have to be constantly nurtured. They are planted in January – not in the ground as an amateur gardener might do – but on coconut matting a metre off the floor. They grow about 20 to 25 cm a week. That is substantially more than you would expect in your garden greenhouse at home. But Heiko Hagdorn is able to provide the perfect growing conditions for his tomatoes. His plants are drip-watered. And not with rainwater or round-the-clock, but precisely between the hours of 9am and 4pm with water that has been specially enriched with nutrients. “After that the plants have had enough food,” he says. The temperature in the greenhouse is highly conducive to growth too. During the daytime it is a pleasant 22°C, which is turned down to 15°C at night. Under such perfect conditions, the plants develop their first blossoms after only a few weeks. On the large vine tomatoes, the blossom clusters are then pruned so that each cluster produces five tomatoes. “Unfortunately, the tomatoes do not all ripen at the same rate. The ones closest to the plant stem ripen first. If we allowed all the blossoms to grow into tomatoes, the earliest would be overripe while the last are still green,” the tomato expert explains. As he is talking, a bumble bee buzzes

past his face. They are required for pollinating the plants just as in any other kind of garden. Except that the amateur gardener has to wait for the bees to arrive when nature disposes. Heiko Hagdorn orders his bees from a wholesaler and they are delivered to the greenhouse by post in a cardboard box.

Learning from the Dutch mastersTomatoes are not just Heiko Hagdorn's job, but his passion. “I think there is something splendid about tomatoes,” he says when asked why they have been his specific choice of crop. His grandparents used to farm the land where the greenhouse now stands and kept livestock there. Later on, they began to grow vegetables outdoors. But the business was tough and soon became unprofitable. All the same, Heiko Hagdorn did not want to give up his parents’ business, so he looked around for new possibilities. He went to the Netherlands, the land of the world’s best vegetable growers. There he learned the secrets of tomato cultivation and decided to go into the business himself in 2008. “Only six to seven percent of the tomatoes eaten in Germany are actually grown here, so there is plenty of potential available,” he explained. Now his enthusiasm has infected his family too. His parents, Pia and Helmut, help out in the greenhouse, while his wife, Karin, organizes the workforce. And Heiko Hagdorn’s Dutch mentor comes by once a week to advise the family on how to look after the tomato crops.

Heiko Hagdorn is a tomato enthusiast and in 2008 came up with the idea of turning his parents’ former outdoor market garden into a tomato greenhouse.

Greenhouse effect

CHP module creates summer in a tomato hothouse

Tomato plants as far as the eye can see. It feels like the middle of summer again even though it is cold and rainy outside. In Heiko Hagdorn’s greenhouse, it is summer all year round. The heat recovered from an MTU Onsite Energy CHP plant keeps the temperature at a constant 22°C – the perfect conditions for growing tomatoes.

Heiko Hagdorn produces 1,500 tonnes of tomatoes a year in his greenhouse. The picking season starts in March and ends in November.


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Tips for a fruitful tomato harvest

Joy and disappointment are never far apart when growing tomatoes. A warm, dry summer will guarantee a fruitful harvest, but a rainy growing season can bring all your hard work to nothing. Nevertheless, with a little know-how, you can have every chance of producing a plentiful tomato crop from your own garden every year. > As tomatoes do not stand up to frost, you should wait until at least May 20th before planting

them out in the open because by then there should be no chance of sub-zero temperatures.> Water your tomatoes regularly – every day during hot weather. The best time for watering is

early in the morning. As long as the ground is still cool, you should use tempered water.> With the exception of bush tomatoes, all varieties need something to climb up. Spiral rods

made of stainless steel or aluminium are practical and easy to clean.> Regularly remove the side shoots that appear between the leaf and the main stem. If you let

them grow, they will just create a dense thicket of vegetation. The fruits will also be smaller and will not ripen as well.

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sunny weather across the country, the renewable energy sources are running at full tilt and there is a surplus of power available. However, if coastal winds are still and clouds cover the sky, energy providers have to turn to smaller, local power plants such as Heiko Hagdorn’s CHP module. The energy provider starts up the Hagdorn’s CHP module using an interface and then draws the power. “As we can be very flexible, we benefit from more favourable remuneration models. We are working on the assumption that the CHP module will have paid for itself in five to six years, even if it only runs for around 3,000 hours a year,” Heiko Hagdorn outlines. Not only is the power from the module used by the Hagdorns in their greenhouse. Even the CO2 emissions benefit plant growth. These are purified and then used later on to fertilize the crops.

“There are lots of tricks of the trade that you learn along the way,” Heiko Hagdorn relates. Along that way, he has developed from tomato lover to professional grower and is now an energy trader as well. So he is a few steps ahead of the average amateur gardener. But he still has one thing in common with that species – the delight and the sparkle in his eyes when he picks the first juicy red tomatoes of the harvest.

Words: Lucie MaluckPictures: Robert Hack

To find out more, contact:Peter Grü[email protected]. +49 6134 564860

Combined Heat and Power module produces sustainable energyTogether, they form an enterprise that is working well and constantly developing. Hence in 2014, the family decided to invest in a Combined Heat and Power (CHP) module so they could generate their own power for the greenhouse. “Simply because it’s sustainable,” is Heiko Hagdorn’s reasoning for his new acquisition. The 12V Series 4000 L64 unit from MTU Onsite Energy generates 1,523 kW of electrical power

and 1,507 kW of heat. Most important for the Hagdorns is the thermal energy for heating the greenhouse. This is not needed every day, but rather in cloudy or colder weather. That is why the Hagdorns have installed a heat storage tank where they store the heat captured from the CHP module. So it is there “on tap” whenever the temperature in the greenhouse drops too far. But what happens to the electricity? “We feed it into the public power grid,” explains Heiko Hagdorn. That does not happen continuously, but only when the energy provider needs electrical power. Following the shutdown of numerous nuclear power plants in Germany and the large increase in renewable energy sources, the country’s power supply became more erratic than in the past. If there is a fresh wind along the coast and

More on this...

You can find more pictures from the greenhouse at www.mtureport.com/tomatoes

The CHP module from MTU Onsite Energy stands right next to the greenhouse and generates 1,523 kW of electrical power and 1,507 kW of heat. The electrical power is fed into the public grid. The heat is captured and stored in a thermal tank and used to heat the greenhouse.

Staff pack the tomatoes as soon as they have been picked. So in many cases they are on the supermarket shelves the very next day.

Heiko Hagdorn grows 150,000 tomato plants in his greenhouse every year. Looking after them is a labour-intensive task. He employs up to 60 staff to do the work. They plant the crops, cut the leaves, prune the blossoms and train the plants, which grow 20 to 25 cm every week.

«We are working on the assumption that the CHP module will have paid for itself in five to six years, even if it only runs for around 3,000 hours a year.» Heiko Hagdorn, proprietor of Hagdorn Tomaten

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Network Operations Center

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This is how it works: a connection is set up between the MTU power plant and the EnerNOC network operations centre. This link is used to initiate the delivery of operating reserve. This power is marketed by EnerNOC on the German Energy Exchange.

NPPs in Germany are going off grid step-by-step up to 2022. At the same time, the share of renewable energies is growing, which makes it increasingly difficult to maintain a public grid frequency of 50 Hz. When the power being fed into the grid is less than the demand, operating reserve is needed to stabilize it. This is where MTU Onsite Energy und EnerNOC have joined forces: genset operators now have the opportunity of linking up their plant to a virtual EnerNOC energy system. When the public grid needs more electrical power, a signal is emitted via this link for feed-in of the power, which stabilizes the grid and allows the operator to earn extra money. “This brand new facility brings additional benefits to our customers by making their power plants even more profitable, and improves grid stability at the same time,” explained Matthias Vogel, Head of Power Generation Business MTU Onsite Energy.

When winds are high or the sun is beating down and more power is being generated than consumed, the frequency of the public grid can exceed 50 Hz. That often means that the power input has to be reduced for a brief interval. This

is known as negative secondary control power and can be provided by biogas systems or CHP modules driven by natural gas, again with lucrative cash rewards for the operators. But how does it all work?

Companies operating MTU Onsite Energy gensets have the option of having an interface (‘E-Box’) mounted on their power plant and linked by a safe VPN connection to EnerNOC's control centre. EnerNOC controls several power plant pools containing both power generation plants

and large-scale power consumers in trade and industry. When operating reserve is required, the genset in question receives a signal via the E-Box and, if it is available, automatically increases or decreases its output. EnerNOC markets this system service on the German, Austrian and Swiss operating reserve markets. By way of remuneration, a monthly credit note is issued to the participating company. “We are extremely satisfied to have found a strong, competent partner like MTU Onsite Energy with whom we can embark on long-term co-operation to achieve success,” said Oliver Stahl, managing director for Europe at EnerNOC.

Words: Silke RockensteinIllustration: Martina Ries

To find out more, contact: Matthias [email protected]. +49 7541 90-3710

In 2011, Germany announced the energy turnaround, ushering in a new era with greater focus on renewable energies. Since then, however, the public grid has been prone to fluctuation. When the wind is still and the sun has disappeared behind the clouds, people still need to consume power, yet that is precisely the moment when Germany's public grid can start to falter. More power is consumed than generated, and the grid frequency drops. Conversely, very strong winds and sun can lead to more power being produced than is actually needed. In both cases, the required compensation is provided by what is called ‘operating reserve’. MTU Onsite Energy and EnerNOC, the energy intelligence software provider, joined forces to develop a solution that benefits all parties – grid operators, consumers, and power plant operators.

Successfully integrating renewable energies

EnerNOC is a leading supplier of energy intelligence software and solutions. It enables power providers as well as commercial, institutional and industrial customers to achieve efficient energy management using its wide portfolio of demand-response services. These can be implemented to reduce or increase power output, raise energy efficiency, improve energy supply transparency in competitive markets, and lower emissions. Thus EnerNOC makes a crucial contribution to the integration of renewable energies and to the sustainable development of the power generation industry.

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A balance is needed between the production and consumption of electrical power. Otherwise the public grid becomes unstable. If the power grid frequency exceeds or

drops below the 50 Hz threshold, genset operators can regulate it with the help of MTU and EnerNOC.

Balancing act

How MTU genset operators can support the energy turnaround and earn money


Double premiere: new Viking yacht with new MTU Series 2000 engine

Dream Boat

In the world of sportfishing, there is one unmistakable trend: sportfishing yachts are getting bigger and bigger. This development is not unproblematic: the bigger a vessel, the more sluggishly it accelerates and the more unwieldy it

is to manoeuvre. Yet acceleration and manoeuvrability are crucial characteristics when it comes to tracking and chasing marlin and other billfish. The new Viking 92 yacht provides the best of both worlds: it is indeed bigger than its predecessor, but thanks to MTU’s new Series 2000 yacht engine, it is just as nimble, and as swift as an arrow.

The menacing great white shark in Jaws prompted one of the most famous lines in movie history, “You’re going to need a bigger boat.” While the ramshackle fishing boat from Jaws was no match for the great white, the movie would’ve ended differently with a Viking 92 sportfishing yacht. In no time, the battle would be over. The passengers would be feasting on an elaborate sushi platter at a formal dining table, cruising back to shore in air-conditioned comfort.

The new super yacht was unveiled at this year's Fort Lauderdale International Boat Show by Viking, the American shipyard specializing in sportfishing vessels. The product of three years of intensive research, design and development, the vessel not only meets Viking’s high standards (and their customers’), it actually shares similar acceleration and manoeuvreability of smaller-sized sportfishing boats. To provide the necessary power and performance, the Viking 92 is equipped with the newest, most cutting-edge engine in the industry—the Series 2000 M96 engine from MTU, which is also celebrating its premiere this year at yacht shows around the world.

A the largest Viking afloat today, the Viking 92 is an unprecedented combination of impeccable style and thunderous performance. “We focused on the features a megayacht would have, while keeping all the tournament fishing features of our midrange convertible boats,” says Ryan Higgins, sales manager at Viking Yacht Company. “The Viking 92 is unlike anything out there. It’s a competitive 92-foot fishing boat that’s as luxurious as a 100-foot-plus yacht.”

Top of the food chainA Viking 92 is the ultimate big-game fishing machine, built to accelerate, change directions and perform complex fishing manoeuvres. Ryan Higgins served as the yacht’s captain on its 36-hour maiden voyage from Viking headquarters in New Jersey to Florida. He says, “When you step on the boat, it feels

The new generation of the Series 2000 M96 is the latest in a long line of efficient and reliable motor yacht engines. The new incarnation meets the US Tier 3 emission specifications for leisure craft and impresses with its improved acceleration and low fuel consumption.

Lightning fast, luxurious and extremely agile: the new Viking sport fishing yacht aims to set new standards in the sector.

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like a 100-plus-foot boat. But when you're running it, it feels smaller since it has such good manoeuvreability. It accelerates like a boat in the 70-foot range. It’s really incredible that you can make a 92-footer spin 360 degrees on a fish, or go in reverse at 10 knots, doing the things you need to chase down marlin.”

Most of the time, marlin, tuna, swordfish and sailfish can be found far offshore, in rough waters off the continental shelves of North and South America. A Viking 92’s speed and range enables the vessel to get to these hotspots fast—with a smooth ride so anglers are comfortable when their fishing lines hit the water. After all, with the busy lives Viking owners lead, time is of the essence. The more time they spend at fishing grounds enjoying their passion, the better.

Newly redesigned powerhousesIn the gleaming white engine room, you’ll also find the major source of the Viking 92’s power and performance—twin MTU Series 2000 M96L engines. Continuing its long tradition of reliable and efficient high-performance yacht engines, the MTU Series 2000 next generation engine offers enhanced acceleration and low fuel consumption in 12-cylinder ratings from 1700 bhp to 1920 bhp and 16-cylinder ratings from 2185 bhp to 2600 bhp of power, making it particularly suitable for luxury and sportfishing yachts. It is also backed by MTU’s Premium Yacht Service, providing unparalleled support for the engine over its entire lifespan.

Producing 2600 horsepower, the engine meets current Tier 3 recreational emissions requirements. In addition to enhanced performance, the engine’s new design provides reduced noise

and less smoke, while maintaining the low fuel consumption rates its Tier 2 predecessor was known for. As senior project engineer at Viking Yacht Company, Bill Gibbons put the engines to the test during several sea trials aboard the Viking 92 Enclosed Bridge Convertible. Each trial report details sea conditions and tabulates comprehensive engine data. During one voyage, Bill says, nine MTU mechanical and electrical engineers from Germany were on board, analyzing engine data on their laptop computers. Preliminary numbers from the sea trials are impressive. The Viking 92 cruises at 31.5 knots (36 mph) at 2,200 rpm, burning approximately 200 gallons/hour. At full load, the vessel can hit a speed of 35.7 knots (41 mph), burning 257 gallons per hour.

“The Series 2000 M96L engine was the perfect choice for this application. There are other engines that can produce the same or more horsepower, but they are twice the weight,” says Bill. “The result of the engine’s redesign is faster acceleration. That translates into more responsiveness and better manoeuvreability.”

The complete package“The new 16V 2000 M96L engines paired with the Viking 92 Enclosed Bridge Convertible is a powerful combination and one that will surely make waves at sea,” said Andrew Boyer, senior sales manager, MTU America. "Because our customers demand high levels of performance and reliability, it was essential for the next generation of MTU yacht engines to create excitement and set a new standard for the pleasure craft industry.”

A full system provider, MTU has also outfitted the Viking 92 with its latest control and monitoring system, Blue Vision New Generation (BVNG), which features a standard color displays, integrated start-stop control and standard shipyard interface. The system is complete with simple harnessing to enabling ease of installation. Through Remote Services, the captain can monitor MTU engine data and systems activity via smartphone, before he steps on board. This helps save valuable service time in the future and keeps routine maintenance checks on schedule.

Another innovation in the Viking 92’s bridge is a new Joystick System that is fully integrated to BVNG as an option. Designed for the pleasure craft market, this new Joystick System will be available in early 2015 and will offer intuitive manoeuvreability, thruster compatibility and GPS-based station keeping. Luxury at seaWhile the Viking 92’s bridge is decked out with all the latest technology and the engine room purrs with twin powerhouses at the ready, the Viking 92’s main salon and staterooms resemble a floating luxury penthouse, with all the features buyers have come to expect in their own homes. Curved door-ways, exquisite custom woodwork and other designer touches are in abundance at every turn. The yacht is equipped with eight TVs, many of which rise from teak cabinetry at the touch of a button. All countertops feature custom selected granite. Eight guests can dine in pure style in an air-conditioned dining

Luxury and leisure: the new Viking 92 is actually a sport fishing yacht but is not short on creature comforts for those aboard.

area. And the galley is appointed with top-of-the-line appli-ances and a pair of walk-in pantries.

Below deck, there are six spacious staterooms, each with its own private head and shower. The master suite features a king-size bed, walk-in closet, dressing table, his and her bathrooms, and a 65-inch TV. The master suite was designed to share similar dimensions and features with those common-ly found in 130-plus-foot megayachts. Just like larger motor yachts, the Viking 92 accommodates a separate area for the crew quarters and galley. With the yacht’s spaciousness, com-fort and 4,000 gallons of fuel capacity, the vessel is perfect for long-range travelling.

Making a big splash Instead of simply building a bigger boat, Viking Yacht Company has built a bigger, better, more luxurious and more cutting-edge boat. After the Viking 92’s introduction at the 2014 Fort Lauderdale International Boat Show, it’s no wonder that buyers have taken the bait.

Words: Chuck MahnkenPictures: Viking, David Joel

To find out more, contact: Andrew Boyer, [email protected] Tel. +1 248 560-8264

1 Another of the Viking 92’s innovations: the joystick system that not only enables intuitive control but also features a GPS-based position holding function.

2 Luxury writ large: the living room of the yacht has the feel of a megayacht interior.

The new MTU yacht engine is available as a 12-cylinder version with power outputs ranging from 1,268 to 1,432 kW and a 16-cylinder model offering power ratings from 1,629 to 1,939 kW.


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MTU Ironmen engines for an American research vessel

Ice crusher

The Sikuliaq is the most advanced university-run research vessel anywhere in the world. With four MTU-Ironmen engines on board, it is suitable for deployment in arctic environments.

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The ship heralds a new era in oceanographic research in the Arctic. The Sikuliaq is the first vessel in the U.S. academic research fleet capable of breaking ice up to 2.5 feet thick, making it uniquely equipped for polar and sub-polar research.

The Sikuliaq is owned by the National Science Foundation (NSF), a government agency that financially supports research and education in the USA. One of the facilities it sponsors is the

University-National Oceanographic Laboratory System – an association of various universities and laboratories that jointly coordinates the use of research vessels in ocean research. One of these vessels is the Sikuliaq, that was originally operated by the University of Alaska Fairbanks. Construction of the Sikuliaq began in December 2009 after 36 years of development and vessel design research. The vessel accommodates up to

26 researchers, including those with disabilities, who use the ship to conduct multi-disciplinary studies. The Sikuliaq takes researchers to unexplored areas to collect sediment samples directly from the sea floor and map the ocean floor and currents utilizing its advanced research instrumentation. The vessel also hosts remotely operated vehicles and has capabilities for transmitting real-time information directly to classrooms all over the world. “Previously, Arctic oceanographers had to employ U.S. or Canadian

Coast Guard icebreakers to gain access to the frozen frontier,” said Dan Oliver, director University of Alaska Fairbanks Seward Marine Center. “The long-awaited Sikuliaq marks a new era in arctic oceanographic research, and it is our privilege to play such a significant role in helping researchers from around the world make scientific breakthroughs.”

Quiet, fuel-efficient engines The Sikuliaq is powered by a total of four MTU Series 4000 Ironmen engines, two 16V 4000 M23S marine genset engines and two 12V Series 4000 M23S units. These four continuous rated diesel engines provide on-board power generation for all ship systems and electric propulsion motors. Additionally, an MTU Series 60 marine genset stands ready to supply emergency power. “The Series 4000 engine was chosen for the Sikuliaq as it is low in fuel consumption and emits little heat and noise, which is essential on research vessels,” said Andrew Boyer, marine sales manager, MTU America Inc. “Being selected to power the world’s most advanced academic research vessel reinforces MTU’s ability to meet the most demanding operational criteria in the marine industry.”

The University of Alaska Fairbanks took delivery of the vessel in June 2014. The 261-foot double-hulled vessel will be stationed at Seward Marine Center, its homeport in Seward, Alaska, where it will be deployed for research all year round. Currently, however, the Sikuliaq is sailing in warmer climes – off the coast of Honolulu in Hawaii. She is expected back at base in early 2015.

Words: Gary MasonPictures: National Science Foundation, Michael Sinnott

To find out more, contact:Jeff [email protected]. +1 504 467-3811

MTU’s Series 4000 engines offer unrivalled power density in terms of volume-to power and power-to-weight ratio. Engineered for a low operating noise level and designed for superior performance, the Series 4000's advanced technology ensures security at sea with exceptional fuel efficiency and reliability compared to other engines in its class.

«Previously, arctic oceanographers had to employ U.S. or Canadian Coast Guard icebreakers to gain access to the frozen frontier. The long-awaited Sikuliaq marks a new era in arctic oceanographic research.»

Dan Oliver, director University of Alaska Fairbanks Seward Marine Center

Using its high-tech research facilities, scientists on the Sikuliaq can take sediment samples directly from the ocean floor and also chart the sea bed and oceanic currents.

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of Things our editors have been impressed by

1 Doing the nuclear laundry The atmosphere inside a reactor dome is definitely something very particular. I have to admit I had a distinctly queasy feeling in my stomach as I followed the instructions from the female voice in the security lock and then went through the air lock into the room housing the spent fuel pool with the fuel rods. But what I was not expecting to see on leaving the high-security area was washing machines. It stands to reason that contaminated clothing should be washed on the spot and right away – but I had never really thought about it. Now I know that in a nuclear power plant there are washing machines for different articles of clothing: one for underwear, socks and towels, one for safety suits, and another for shoes.

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2 Firm, fresh tomatoes off the supermarket shelfI have been responsible for MTU Report for seven years now and being able to see for myself some of the fascinating uses of our engines and power generation systems has been a great opportunity. If there's anything I’ve learned, it's that what might seem like a mundane application at first sight can contain surprises. Setting off one morning with our company photographer Robert Hack to visit Heiko Hagdorn and his family and view their tomato hothouse, I wasn’t exactly in suspense: a compact cogeneration module that ensures the right temperature for tomato-growing sounded pretty routine to me. I certainly wasn’t expecting to be so taken by Heiko Hagdorn's passion for producing fine tomatoes and by the love and care he puts into tending them. And I had never realized just how super-fresh these tomatoes are when they arrive on the supermarket shelf. Picked one day, they are available in supermarkets all over Baden-Württemberg as a genuine regional product the next. Seeing all this for myself was another eye-opener that certainly made this report worthwhile.

Afterthoughts

Anne-Katrin Wehrmann visited the Unterweser NPP, which has beendecommissioned.

Lucie Maluck visited the Hagdorn Tomatoes hothouse and saw for herself how cultivating fine tomatoes can become a family passion.

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Talking of... the quest for the letter 'U'

MTU Report The magazine of the MTU und MTU Onsite Energy brands PUBLISHED BY Rolls-Royce Power Systems AG; Publishers representative: Wolfgang Boller EDITOR IN CHIEF Lucie Maluck, e-mail: [email protected], Tel. +49 7541 90-2974 EDITORS Bryan Mangum, e-mail: [email protected], Tel. +1 248 560-8484; Marcel Rothmund, e-mail: [email protected], Tel. +49 7541 90-2566 OTHER AUTHORS Dagmar Kötting, Chuck Mahnken, Silke Rockenstein, Anne-Katrin Wehrmann, Yvonne Wirth EDITOR'S ADDRESS Rolls-Royce Power Systems AG, Maybachplatz 1, 88045 Friedrichshafen Design and Production Designmanufaktur|Ries, 88214 Ravensburg Lithography Wagner Medien UG, 88690 Uhldin gen-Mühlhofen Printed by Druckerei Holzer, Weiler im Allgäu ISSN-Nr. 09 42-82 59, INTERNET-ADRESSE www.mtu-report.de

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Imprint

To find out more about the letter 'U' and what you can do with it, turn to pages 18 to 41.

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